Charge-forming device for explosive-engines.



B. W. SCOTT & C. J. SCHIEMER.

" v CHARGE FORMING DEVICE FOR EXPLOSIVE ENGINES.

' APPLICATION FILED JAN- 23.1911.

1,14:9,296. I PatentedAug.10,1915.

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l BURTON W. SCOTT AND CHARLES J. SCHIEMER, 015 DETROIT,MICHIGAN,ASSIGNOBS TO ARTHUR. COLTON 00., OF DETROIT, MICHIGAN, ACORPORATION OF MICHIGAN.

CHARGE-FORMING DEVICE FOR EXPLOSIVE-ENGINES.

icense.

Specification of Letters Patent. Patigntefl Aug, 1Q, 1915,

Application filed January as, 1911. Serial no. eo4,o74.

To all whom it may concern: I

,Be it known that we, BURTON W. Score: and CHARLES J. ScHm En, citizensof the United States, residing at Detroit, in the county of Wayne, Stateof Michigan, have invented certain new and useful Improve ments inCharge-Forming Devices for Explosive-Engines; and we do declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the saine, reference being had to the accompanyingdrawings, andto the characters of reference marked thereon, which form apart of this specification. i

This invention relates to charge-formingdevices for internal combustionengines, especially designed for use in connection with engines of thetwo-cycle type, and consists in the construction and arrangement ofparts hereinafter more fully set forth and pointed out particularly inthe claims.

The object of the invention is to provide simple and eflicient means forforcibly injecting a charge of hydrocarbon fuel into the cylinderthrough theintake port at the time of the passage of the air throughsaid port on its way to the cylinder, provision being made for utilizingthe crank case pressure for forcibly feeding the fuel into the cylinderand for relieving said pressure in the fuel chamber immediately afterthe travel of the piston has fully opened the intake port so that theperiod during which the operation of injecting the fuel takes place,shall be but momentary to prevent an excessive charge entering thecylinder. The above object is attained by the mechanism illustrated inthe accompanying drawings, in which Figure 1 is a general view mainly insection illustrating the application of our invention to a two-cycleengine. Fig. 2 is a fra entary view in section showing the position ofparts upon the initial opening of the intake port or at the time thepower stroke of the piston has been nearly completed. Fig. 3 is afragmentary view in section showing the position of parts when thepiston has completed the compression stroke.

Referring to the characters of reference, 1 designates the cylinderin'which the piston 2 is adapted to reciprocate. The engine shown is ofthe three-port type having the exhaust port 3, the charge intake port 4,

and the air intake port 5, all of which are controlled by the piston.Connected with the lower end of the cylinder is theusual crank case 6through which the crank shaft 7 passes, said crank shaft being connectedto the piston by the usual connecting rod 8. Leading from the chamber ofthe crank case is a by-pass 9 which communicates with the charge intakeport 4 of the cylinder. Mounted in the wall of the cylinder andprojecting into the port 4 is a fuel-feeding nozzle 10 adapted to feedthe gasolene, or other hydrocarbon fuel into said port with theinflowing charge of air from the crank case, through the by-pass 9, toform an explosive mixture, said fuel being regulated by the usual needlevalve 11. The fuel nozzle 10 communicates with the lower end of anauxiliary fuel reservoir 12 by means of a feed pipe 13 having at itspoint of connection with said reservoir a check valve 14 valve 16 servesto shut off a further entrance of fuel into said reservoir 12 by thelifting of the float, when said fuel has attained a predetermined leveltherein. In the lower end of pipe 17 is a check valve 22 to'prevent abackward flow of fuel through said in e. v Communicating with the upperportion of the auxiliary reservoir above the fuel level therein is apipe 19, the inner end of which passes through the wall 20 of thecylinder near the lower end thereof. Formed in the wall of the piston 2is a port 21 adapted to register with the inner end of the pipe orpassage 19 when the piston is at the limit of its power stroke, asshown, in Fig. 1, at which time said pipe or passage is placed incommunication with the crank case through the hollow piston. When the,piston moves upwardly on the compression stroke and .during the greaterportion of its downward travel on the power stroke, the inner end of thepipe or passage 19 remains incommunication with thecrank case, asillustrated in Fig. 3.

By means of the arrangement of parts "shown and above described, thetravel of the piston on the power stroke, or under the impetus of theexploded charge,.w1ll compress the air in the crank case, as soon as thetravel of the piston has closed the port 5,-aI 1d the air thuscompressed will enter the auxilia'ry. reservoir or fuel receptacle 12thorugh the pipe or passage 19 and at the same time air under ressurewill occupy the by-pass o '9 a condition which obtains as long as theport 4 remains closed. The piston upon nearing the limit of its powerstroke will close-with its lower end the inner end of the [passage 19,thereby confining withinthe reservoir 12 what air under pressure may.have been stored therein} by the compression of ijthe airin the crankcase. A further downward travel of the piston will partially open theport 4 as shownin Fig. 2, permitting the "compressed air in the by-pass9 and in the {compression chamber to enter the cylinder,

therebyrelieving the charge end of the fee nozzle, whereupon the excessof pressure in the fuel reservoir 12 willv force the fuel therefromthrough the. pipe 13 and nozzle 10 into the cylinder ressure at the dis-I through the port 4 with the inflowing air, creating an ex losivemixture which occup'en ex'aust port 3; At the instant the piston reachesthehmit of its downward or power stroke, the port 21 therein will be iesthe. cylin er in displacement of the urned ases which escape through thethen caused toregister with the inner end of the pipe orpassage 19, &SSllOWI1 in Fig. 1,

. thereby instantly relieving the pressure in the auxiliary reservoirand equalizing the pressur'e therein with that inthe by-pass 9,

causing the feeding of fuel through the nozzle to cease. As the pistonmoves upwardly to compress the charge in the cylinder, the mner end ofthe passage 19 is'uncovered,

or auxiliary reservoir throu h' the whereby-the partial'vacuum createdin the crank case prior to the opening of theair intake port 5 willcause a suction 'action which will lift the fuel into the receptaclepipe .17 from the main fuel tank, t e level of the fuel in the reservoir12 as before stated being controlled by the float 15. When the pistonshall have reached the limit of its compression stroke, ort 5 will beopened as shown in Fig. 3, w en the crank case will again fill with airin advance of the return stroke of the fpiston which. will'compre ss itI therein, as be ore described.

It will now be apparent that the feeding of fuel charges in the cylinderis made positive at the termination of each power'stroke of the pistonthrough the pressure created in the crank case, and that'upon theinstant of the corn letion of said stroke, the feeding of the fue ceases"because of the relief of pressure in the auxiliary reservoir by way ofthevent port'in the pistonwhich at. that time registers with the innerend of the passage 19,'preventing an overfeeding of fuel andlimiting'the period of introductlonof fuel into the cylinderto the timeonly during which the air from the crankcase is entering the cylinder byway of the by-pass 9, insuring a positlve feeding-of fuel to thecylinder at the limit of each power stroke of the piston and at a timewhen the-passage of air past the feeding nozzle through the intake portinsures a proper mixing of the fuel therewith, whereby all of the fuelwhich'is fed to form each charge. is taken up by the air, obviating, a'flooding of the engine. f

Having thus fully set forth our'invention, what we'claim as new anddesire to secure by Letters Patent, is

1. In an internal-combustion engine, thecombination of a cylinder, apiston therein, a compression chamber communicating with the cylinder.througha port adapted to be opened and closed. by the piston, a fuelre-' ceptacle, a nozzle connectingsaid receptacle withsaidcylinder'through said port, means for effecting communication betweensaid receptacle and said compression chamber, and

means for closing sai'd communication in advance of the opening of saidport'and for reestablishing communicatlon between the receptacle andchamber when said port is fully opened. I

2. In an internal-combustion engine, the combination of an enginecylinder, a piston therein, a compression chamber,- a port conadaptedtobe opened and closed by said piston, a fuel receptacle, a nozzleconnecting said receptacle with the cylinder through to be opened, andc1os ed.by said piston,'a

fuel receptacle, a nozzle connecting said re ceptacle. with saidcylinder" through said port, a conduit connecting the compressionchamber with said receptacle, the piston necting 'said' chamber withsaid cylinder closing'said conduit during a portion of its 1 travel, thewall ofthe piston having a vent port positioned to register with. saidconduit when said piston reachesthe limit of its power stroke."

a 4. In an internal-combustion engine, the;

combination of a cylinder having; an inlet Y port, a piston too en andclose said port and havmga hole m its wall,- a crank-case connectingtofthe cylinder bysaid port,- a

ill

fuel receptacle mounted adjacent the cylinder below the level of saidport, a pipe connecting t0 the fuel receptacle and ending at said port,and a second pipe extending from said fuel receptacle to said crank caseand so positioned as to be closed by said piston before the pistonreaches the bottom of its stroke and to be opened as the piston reachesthe bottom of its stroke.

In an internal-con1bustion engine, the combination of a cylinder andcrank-case connected by a port, a piston slidable in the cylinder toopen and close said port and having a hole in its wall near the lowerend thereof, a fuel receptacle adjacent the cylin- 15 der, fuel and airconduits extending therefrom to said cylinder, said air conduit beingpositioned to register with the hole in said piston as the piston openssaid port.

In testimony whereof, We sign this speciti- 20 cation in the presence oftwo witnesses.

BURTON \V. SCOTT. CHARLES J. SCHIEMER. \Vitnesses I. G. IlmvLE'rT, O. B.BAENZIGER.

